Speed  varying mechanism



Oct. 9, 1923.

B. HALL SPEED VARYING MECHANI SM g@ s s m W oct. 9, 1923. 1,470,559

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SPEED VARYING MECHANISM 6 Sheets-Sheet 5 Filed Jan. 20, 1914 rtuenor:

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SPEED VARYING MECHANI SM Filed Jan. T30I 1914 6 Sheets-Sheet 4 Oct 9 1923.`

B. HALL SPEED VARYING MECHANISM Filed JIL 20, 1914 6 Sheets-Shea?. 5

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Oct. 9; 1923 B. HALL SPEED VARYING MECHANISM 6 SheetsSheet 6 Filed Jan.

Patented Oct. 9, 1923.

UNITED STATES PATENT OFFICE.v

BICKNELL HALL, OF TAUNTON, MASSACHUSETTS. ASSIGNOR T0 HALL C0., OF BOSTON, MASSACHUSETTS, A CORPORMTION 0F MASSACHUSETTS.

SPEED-VARYING MECHANSM.

Application filed January 20, 1514.

T 0 LZZ whom t may concern.'

Be it known that I, BIGKNELL HAnL, a citizen of the United States, and a resident of Taunton, in the county of Bristol and' same disclosure, of my application Serial No. 420,900, filed March is, 190s, and renewed as application Serial No. 601,001, on January 5, 1911, said application having become abandoned on September 28, 1913. The present application, however, inpart and as to certain common subject matter, is a continuation of my copending application Serial No. 507,616, filed July 14, 1909, renewed Nov. 26, 1917 as Serial No. 204,100 and refiled on June 17, 1918 as Serial No. 240,325 and which said copending application Serial No. 507,616 in part and as to certain common subject matter was in turn a continuation of my first mentioned application Serial No. 420,900 copending therewith and tiled on March 13, 1908. e

My invention relates to variable speed mechanism, the object of my invention being to improve and simplify such a mechanism, to render the same more useful.

The nature of my invention will best appear from adescription of one embodiment thereof selected for illustrative purposes and shown in the accompanying drawings.

Referring to the drawings Fig. 1 is a vertical, longitudinal section of the selected mechanism;

Fig. 2, a section on the dotted line 2 2 of Fig. 1;

Fig. 3, a right hand elevation, partial section. of Fig. 1;

Fig. 4, a verticaltransverse section on the dotted line 4 4 of Fig. 1;

Fig. 5, a vertical, transverse section on the dotted line 5 5 of- Fig. 1;

Fig. 6, a view similar to Fig. 4, showing the shiftable gears dierently positioned;

Fig. 7, a vView similar to Fig. 6, showing the shiftable gears differently positioned;

Fig. 8, a perspective detail of the principal shaft;

y of oblong, said last mentioned Serial No. 813,311.

Fig. 9, a perspectivedetail showing one of the floating gears;

Figs. 10 to 18, inclusive, are diagrams to be referred to;

Figs. 19 to 72 inclusive, diagrammatic views to be hereinafter referred to and indicating various steps in cycles of movement of the various parts in different positions of adjustment of the adjustable eccentrics.

ln the drawings, referring first to Figs. 1 and 2, the base member 1 has erected upon it two standards 2, 3, inl which is journaled the main shaft 4, shown in perspective in F ig. 8.

This shaft has formed upon it one or more eccentric seats 5, herein vand preferably ina-le oblong and rectangular. oblong seats are ymounted disk bearings 6, shown in Figs. 4, 6 and 9 and also in Figs. 1 and 2. Mounted to rotate freely on these bearing disks are transmission rings or members 7 which, upon rotation of the main shaft 4, are caused to gyrate, like an eccentric strap, through a circular path, the eccentricity ofwhich is that of the bearing disks 6, and is therefore. a fixed eccentricity because the oblong seats 5 are unadjustable on the shaft 4.

Between the oblong seats 5 (see Fig. 8) said shaft is providedwith squared seats 8. Mounted upon these seats are the slotted disk bearings 9 (see Figs. '4 and 5) similar it` may be in all respects to the bearing disks 6 above referred to. Because the seats 8 for the last mentioned disks are squared instead disks may be shifted across the shaft within limits imposed by the walls of the oblong slots therein meeting one or the other of the sides of the squared seat-s upon which they are mounted. The square seats 8 produce, upon rotation of the shaft, the same rotation of their respective .disks 9 as do 4the oblong seats 5 of their disks. The eccentricity of the discs 6, however, is, as stated, fixed, be-

cause the oblong `seats completely lill the slots thereof, while the eccentricity of the seats 9 may be varied by shift-ing the saine across the shaft, upon and with relation to the square seats which carry them.

Because they unadjustable, the first mentioned disks 6 might be formed integral with the shaft, they being herein shown Upon these l will.

Between the respective pairs of fixed and adjustable transmission members are arranged shiftable 56ers 11. These gears are not mounted upon the main shaft e but float, so to speak, they being provided at their opposite faces, with diametral grooves or waysjl'l; the grooves at one of the sides o f the gears standing right angles to the grooves at the opposite sides thereof (see l `ign Sl). The grooves 13 at one of the sides of the floating gears engage diametral ribs l/l on the adjacent faces of the stationary' tiai'ismission members 7, while the grooves 13 at the opposite faces of said gears ene'e corresponding ribs 15 upon the adjai of the adjustable transmission member.. 10.

rlhus each tfansmission member, both stationary and adjustable, isprovided at its opposite 'faces with diametral ribs which engage the corresponding grooifes in the float-- ingy gears interposed between said transmission members, whereby rotation of the transmission members enforces corresponding and` uniform rotation of the floating gears between them and engaged thereby, even though said transmission members and gears are `not aligned one with another throughout the series,

The grooves at opposite faces of the floating gears (see Fig. 9) stand at right angles iidtli each other, consequently the adjustable` transmission member which engages one face of theA gear may be shifted onA the sliat/l tovary its eeeentricity more or less .vith relation to the stationary transmission member at the opposite side of said. gear, without losing effective or driving` engagement of said transmission men'ibers with the gear between the same. T he only effect ofy iifting a transmission member and its rib at one side of a gear relative to that at the opposite side is to cause the floating gear between them to assume a new position, foi the axis of the Heating gear must always be at the crossing point of the two ribs which engage its opposite faces; and the direction in which the floating gear will shift in taking up its new position will vary according to the alignment of the two ribs and the position of said crossing point relative to the direction of adjustment.

While the grooves at opposite sides of each floating gear (see Fig. 9) are at right angles to each other, the ribs at opposite sides of the transmission members (with one exception, to be hereinafter' referred to) are at an angle of but sixty degrees one from the other (Fig. il). The effect of this is to cause the floating gears, when adjusted outwardly and inwardly upon change 'of the disk bearings for the adjustable transmis sion members, t@ move in different radial directions, spreading outward like a fan. and inward along the same lines, instead of moving outward andinward always in the same direction for a given adjustment, as would be the case if the ribs and grooves were all aligned throughout the entire series. there the ribs at opposite sides of the transmission members are offset sixty degrees relative to each other the successivi-i, floating gears will move outward and inward along lines sixty degrees one from another. In the embodiment of my invention herein shown, l have employed six floating gears and if the` same are offset each sixty degrees from its adjacent gears the efl'ect will be to cause the `ribs atv opposite sides of the middle transmission member to stand ninety degrees, or at right angles, one relative to thev other, which is thel exception hereinbefore referred to. y

Surrounding the shaft 4l, and concentric therewith, is a single internal barrel gear 12, with which the several floating gears mesh. This internal barrel gear is shown as mounted at its left hand end (Figs, i. and 2) upon and fast to a head 16, loosely journaled upon the shaft` just inside the standard 2 rcferredto. At its opposite or right hand end said internal barrel gear is mounted to turn upon a stationary head1?, formed upon and as a part of the shaft standard 3. In lieu of a single gear 12 with Y which all the floating gears engage, it is obvious that a series of gears, each meshing with one of the floating gears, might as well be employed, said several gears heing connected to produce the-effect herein obtained by the use of a single barrel gear.

At the right hand end 0f the series of gears and transmission members (see Figs. 1 and 2) the right hand transmission mem-- ber 10, which is fixed, has its diametral rib engaging the diametral groove in the adjacent face of a floating member or ring 18. which need not be a gear, the diametral groove at the opposite outer face of which engages a rib on a member 19 loosely mounted upon and concentric with the shaft lf this member 19 bev restrained from rotation, and if all 'the transmission members be adjusted to have the same eccentricity` then rotation of the shaft 4c will 'cause 'the Several floating gears to gyrate` as one around the shaft t, but they will not themselves turn, being restrained from turning by connection with the stationary member 19 at the end o'l' the series. The transmission member 18, however, interposed between the non-eccentric member 19 and 'the eccentric transmission member l0, will gyrate, its center 'following a circular path whose diameter is equal to the eccentricity oi the transmission member l0 next to it.

Assuming all the floating gears 1l to be in mesh with the barrel gear l2, at the portions o't their peripheries which are most remote Afrom the axis o't the shaft d, it is evident that rotation of such shaft as described will cause said Hoating gears, as they gyrate around the shaft, to remain continuously in engagement with and to impart rotative movement to the barrel gear l2, as indicated by the diagrams, Figs. l0 and 13 inclusiv This rotation of the barrel gear, however, will not be at the same rate as that ot said shait; it will be slower by the ditference represented by the difference in circumference of the floating gears 1l and said barrel gear l2. In the present instance the barrel gear is approximately one-third larger in circumference than the 'floating' gears l1 consequently the rotation imparted to said barrel gear in the action above described .will be approximately one-'third slower than the speed of rotation oi the sha tt 4E.

It', now, the adjustable transmission members l0 be shifted on their seats S, to reduce the eccentrieity thereolz say one-halt', as compared with the eccentricity of the stationary or unadjustable transmission members at the opposite sides o't the intervening iioatgears, rotation ot the shaft 4las before will Yproduce gyration ot said floating gears il, but since the eccen'tricity otx the transmission members at one ot the sides of said floating gears is now less than before, the said gears will have in addition to their path ot main gyratory motion as before, a second or auxiliary path gyration within the path oi' main gyration, which will cause them to be in intermittent engagement only with the outer or barrel gear; that is to say, the lfloating gears will be moved through what in effect are two complete gyrations within and during each main gyration, due to rotation ot the main shatt 4, the result being that they have respectively two effective engagements with the outer or barrel gear at diametrically opposite points of the latter` each of these opposite points moving through a general endless gyration or path into and out ot engagement with the barrel gear and between those two points of engagement they entirely7 lose their engagement therewith. This is illustrated by the diagrams, Figs. let to 1S inclusive, which show a corresponding number oit arbitrarily selected positions oi' the gears during one halt a rotation of the main shat't ln le the centre of the fixed disk bearing 6 is assumed, tor example, to be wherel indicated at LL00, and the circle passing through this point indicates the circular path of travel of the eccentric centre ot this bearing. The centre ot the adjustable disk bearing 9 is assumed, 'for example, to be where indica-ted at and the circleI passing through it indicates the path of travel ot the center ot said adjustable bearing in that particular position ot adjustment.V In Fig. le: 'the centre oi the floating gear is sumed to be where indicated at GOO and it tie shait be now turned through one-halt a rotation the several centres 400, 500 and 600 will travel through paths shown by the arrows and which may be roughly indicated by the several selected positions where the centres arc correspondingly marked and it will be observed that the pitch lines TOO, 80u oit the float/ine gears andthe outer or internal gear l2 are in engagement at only one point,y namely, that indicated in Fig'. l5, during the entire halt rotation ot said shatt d. The same is true during the remaining` halt rotation o? said shaft, the engaging points et the two pitch lines being then at a diametricallyopposite point relative to said shaft. ln stating` that the said pitch lines touch at two diametrically opposite points only, indicating engagement ot their respective gear teeth at such points, l do not mean that i engagement is momentary only. because the movement of the teeth oit th-e iioating gars to and from the positions olf engagement with the teeth ot the outer or internal gear is more or less gradual and rollso that the actual engagement effective 'for driving` lrom one to the other is perhaps ot considerable period ot time, depending upon the path ot travel ot the floating gear. These periods ot time vary with the eccentricities, the adjustable disk bearings and their transmission members.

Assuming the adjustable aXis 500 to be in adjusted position at the opposite side of the lined axis 410th as indicated. in Fiss. 14 to i8 inclusive, w iat l have termed the secondary gyrations o i the l'loating gears, produced by :ting the disk bearings and the transmission members at opposite sides of the respective loatiiig gears, are always in a reverse direction trom that ot themain gyration about and with the .shaft fi when said gears are restrained 'trom rotation by the stationary member if? at the end of the series.

Rotation ci said member i9 may. however, ac'ording to the (flircction of its own rotation, modi'ljY the path and may even modi't'y the direct-ion ot secondary gyratior.. This is clear 'from the diagrams, Figs. to i8 inclusive.y where it will be observed that rotation ot the shaft e and its eccentrics also the main gyrations of the lloavtingl gear and what would be the result- `12 are indicated by the arrows next the points 100 and 50d, while the center 600 of -`the floating` gear travels in an opposite direction as indicated by the arrow thereat on each et the several tie-rires.

Under such conditions, itthe member 19 be rotated clockwise, it will, by correingionding rotation imparted to the reversely gyrating gears 1l, reduce the effective drive of the gyratory movement. and correspondingly slow down the barrel gear lfl the clockwise rotation ol the member 19 be at the proper speed, the eilective drive oi the gyratory movement may be completely neutralized and even reversed.

lt, on the other hand, under the same conditions oit c;ee1it1ic axis adjustment, said member be rotated in a. eennter-cloclrwise direction, the gyratory driving movement oit the gears l1 will be accentuated and made proportional to the rate at which the member 19 is driven.

llllith the member 19 driven countercloclwise, the greater the difference between the eccentricity of the axes ol the bearings and transmission members at opposite sides of the respective tloating gears, the shalt axis lying between the adjustable and nona-fijnstable eccentric aves as above, the longer will be the paths ol reverse imnement ot the floating gears. lllhen the secondary gyration 'is slight the tact that .it is in a reverse direction offsets to but a slie'ht degree the fomvard driving etleet due to the gyration ot the gears about the main shaft il, but as the pat-l ot reverse movement .increase by adjustment of the adjustable eccentric dislr bearings iioward coincidem'e with the axis ot the main shalit L1, the offsetting or neutralizing action due to the reverse movements ol" the gears Ywill become more and `more pronounced and vill more and more reduce the effective 'forward driving engagement due to the yrations until the adjustable transiziission members have been adusted to b ng their nters, i. c. the centers of the bearing disks, into coincidence with the renter of?" the shailt fl, the reverse rotation due to the secondary gvration exactly oil'- sets the movement that `would otherwise be in'iparted to the barrel gear by the se1on lary gyration heretoiiore re'lerred to, with the result that the barrel gear remains at rest and the engaging teeth ol the several vfloatingl gears move in etlect radially outward and inward` into and out ot engagement with the teeth oli the barrel gear, but withour imparting any rotative movenunt whatsoever thereto.

The effect of a secondary gyration ot the floatingv gears, due to the offsetting ot the eccentric transmisnon members that drive them, is not only to aect'more or less the driving movement oli' the floating gears, as above described, but also to vary the period olf engagement of such floating gears with the outer internal gear 12. lforexample, with the member 19 either held at rest or in rotation, when the transmission members and their disk bearings are all ot the same eccentricity, as in Figs. l() to 13 inclusive, the floating gears remain continuously in engagement. with the barrel gear 12. lWith said member 19 at rest, as the adjustable disk bearings and their transmission m-embers are adjusted gradually linto positions of concentricity with the main shaft the secondary gyration thus iniparted to the `floating gears changes the paths of travel of the utter, giving them more and more resultant elliptic paths until, when concentricity is reached between the :uljustable transmission members and their bearings and the shaft d, the engaging teeth oit said gears again have a radial or ont' and in movement.

Il adiustnn-mt ot the adjustable transmission n'iembers be conliinied, to carry the centers o'lt their lficaring disks across and to the opposite side olf the axis oil the shaft l, as in diagn'ainsfi, Figs. lll to 18, then the increasingu eccmitricity 'thereof as they move away -lrom the. renter will cause ,he period o'l" engl ,froment ot the iioatim` gears with the bar-- rel ggjear gradually to increase and simultherewith the turning or driving tanoousl .wen .t oli the floating gears through their paths oi' secondary gyration will changefin direc-tion and will gradually increase and will cause. rotation oi the barrel gear 12 gradually to increase but in an opposite direction from that previously eX- istinto'.

Expressed dillerently, the rotation in a. single direction ot the floating` gears while lfollowing the paths ot secondary gyr'ation, starting` from the period of greatest eccentricity at one side ol" the shaft 4, may be said gradually to reduce the rotation first imparted to the barrel gear 12 by the main io 'yrntions, until it leavin-is said lnrrrel gear at rest` and then, as the adjustment is continued to the opposite side ot the slial't 1, again gradually increases the rotation until the barrel gear 1Q is rotated at its original high speed but in an opposite direction.

l'tthe cceentricity oi the transmission members engaging any one floating,` gear the latter beingl complete gears were to remain always the sume as tirst above described then but a single tloating gear would be required because it would always remain in mesh with the outer internal or barrel gear, and would impart thereto always a did'erential movement, equivalent to the difference in floating and the outer gear. f

lWhen, however, the eccentricity oll one of the transmission members is varied relative circumference between the CTI to the other', as last above described, to cause the secondary gyratory path ot movement oit a floating' gear Within the path of main gyration and` which causes said floating gear to have intermittent engagement only With the outer or barrel gear, it is obvious that it' a single floating gear only were used the outer or barrel gear would receive an in termittent movement and not a constant movement such as is desired; by constant I mean continuous- Without comingto rest. To obviate this and provide the desired continuity of nio e-fnent, my invention contemplates a. plurality ot floating gears and the grooves in the engaging transmission members theretore are offset in series as described through angles oi sixty degrees or thereabouts, to cause them to be projected radially at such angles ot separation as Will cause one floating gear to engage the outer or barrel gear before another is dise-ngaged therefrom, the result being that the outer gear receives constant and continuous engagement and moven'ient from one or another of the floating gears; that is to say, while each floating gear makes periodical engagement only with the outer gear, the latter receives continuous engagement and movement from the series taken as a Whole.

A plurality ot gears being employed for the purpose of obtaining continuity of movement from a plurality ot periodical engagements, there is no operating necessity for complete gears l1, since segmental portions only of said gears are actively availed of; the aggregate ot the portions an'iount in effeet to a single full gear when the adjustable e'fcentrics are adjusted into their extreme outward positionu Said gears il, then, may be considered as segmentally effective gears, although tor convenience they have been here shown as tull gears.

l have found it convenient to employ in the present instance sinY 'lioating gears, but a less or ditiierent number' may be employed, the angles ot oil'set between the transmission ring grooves for successive gears along the series being variedaccording to the number et gears employed, so as to insure always engagement between some one ot" the floating. gears and the outer or barrel gear.

Should a range ot speed be desired in excess oil what it is practicable to obtain by means ot the tio-ating gears and outer or barrel gear alone, the same may be obtained by suitable gearing Yfrom the outer or lnirrel gear. For example, in the present instance ,l have formed upon the hub ot the head 'lo ot the barrel gear a gear 20, which drives one or more gears 2l, and the ratio ot the diameter of which may be such to obtain any desired speed lroin the barrel gear l2. For instance, while it may be found impracticable to attempt to obtain more than a variation oli -from nothing up to one-third oit the rotative speed of the main shaft 4 in either direction from the floating gears and barrel gear alone, this variation may be increased up to many times that of the shaft a by the use of gearing such, for example, as suggested, operated from the barrel gear i2.- It is to be understood, of course, that the variation possible by means et the floating gears and t-he outer or barrel Oear alone may be much greater than that above referred to merely as an example, but the latter is sutlicient to illustrate the point that Whatever the variation obtainable by the floating gears and barrel gear alone, such variation may be widely changed, either increased or diminished, by si'iitable gearing in addition thereto. llfhile for descriptive purposes I have referred to the pulley 2 as receiving the applied power and to the barrel gear l2 as the member from which the variable speed is obtained obviously Within the spirit oi my invention the power may be applied to said barrel gear and the mechanism reversely operated., variable speed being taken off, if

desired, from the member 19.

rthe adjustment ot the eccentric disks that carry the adjustable transmission members may be eilccted in any desired manner. in the present instance (see Figs. 4 and 5 l have formed the lower walls ot the oblong slots in such disks 9 to present rack teeth Q2, or a rack may be inserted for the purposev as is the case in the present construction. These racks in the several bearing disks 9 are in mesh With. a long pinion 23. This pinion is contained Within the shaft 4l and is exposed at one tace thereof next the racks to be engaged therewith, so that in any position ot the sha'lt 4 rotation ot the pinion Q3 Within said sha'lit will cause the eccentricI disks 9 to slide across the sha'lt to vary the eccentricit),Y ot' th@ said disks to or from either extreme` as hereinbetore suggested. The pinion 28 may be turned by any desired means, accessible from Without. For example. the long pinion 23 (see Fig. l) has its end outside the bearing 2 provided with a spiral groove 40. which receives an internalr` spiral spline upon a sliding collar lll spliued upon the shatt l and engaged by a handle 4:2. The collar rotates treely with the shaft il. but While rotating and Without interfering in the least With such rotation. it' the lever 42 ,be swung with its 'lulcrum the rotatingcollar will be moved longitudinally in one or the other direction and thereby, through the spline and groove referred to cause a relative rotation oli the long pinion 23 in and relative to the sha't't eli. to etlect adjustment ot the disk bearings and Afor the purposedescribed. Thus, while the mechanism is operating the rate of speed producednor derived thereby or therefrom may be varied from and to either extreme', as above described, rendering 1t 'possible to vary al; will the speed of a device `or machine amlideterniine the direction thereof, or bring' it to rest. with all the facility of a friction great' but with all, the merit of a positive `rear drive.

In the construction and mode of ogeration heretofore descrilied the transmission member y19 at the rifrht end of the series v(Figs. 1 and 2) has been assumed in some instances 'to be held stationary and it then holds the floating gears from rotation. vSince this member controls the'movenients of the various floating gears, it is evident that if saidv member be itself rotated in one or the other direction it will transmit such rotative movement to the several. floatingr lnears throughout the series and correspondingly modify the movements imparted by the latter to the barrel gear.

This may be accomplished in convenient manner, I having' herein shown the hub of said transmission member 19 provided with a kgearwht-zel 24, driven at the under side (Fig. 1) by a pinion Q5 on a shaft 26, journaled in suitable bearings on the base 1 the mechanism. This shaft 26 has splined upon it a clutch member 27, operated as by a. leverr 28 (see Fig. 2) fulcrumed at 29.

At its right hand end said clutch member 27' is adapted to engage and be turned by a gear wheel 30, loosely mounted on said shaft 26 and driven by a matingr gear 31 fast on the shaft 4. At its opposite or left hand end said clutch member 2T is adapted to engage a 32' loose on the shaft 26 and driven through van intermediate gear 33 (see Fig. by and from a gear 34 fast on lsaid shaft 4L. Thus the gears 3() and 31 constitute a direct driving.,r train between the shaft 4; and the clutch shaft 26, while the nears 3B and 2:34 (-onstitute a` reverse drivingr train between the said shafts, and accordingr as the sliding clutch member 527 is slid to the right or to the left into engagement with the direct or'tbel reverse vtrains described` will the clutch shaft F26 and the transmission member 19 be rotated in one or the other direction to impart corresponding rotative movements to the several floating; gears throughout the series.

If the transmission member 19 be rotated to cause the floating `gears to rotate in the same direction in which they `sryrate it, will augment. or increase the rotation imparted to `the youter or barrel gear 1Q. lf, on the ci'ntrary, said transmission mei'nlfier be rotated reversely by the gear train described to cause the floating gears to be` turned in a direction oppositeto that in which they iyrate it will cause a reduction' in speed of rotation of the barrel.- gear l2.

ing' from adjustment of the concentrics, this variation inv secondary gyration mainly determining the changed speed imparted to the barrel gear. lVith the sliding clutch member 27 in mid position, it is restrained from rotation, thereby to restrain the shaft 2G and transmission member 19 similarly against rotation, by means of a series of teeth 35 on the periphery of the clutch membel` 27, which slide into engagement with a correspondingly toothedy rack 36 on the base 1. The clutch member slides out of engagement with this locking rack when moved into either extreme position for engagement with'either the direct or reverse trains described.

It will contribute to an understanding of the inode of operation of the described mechanism in its various conditions of ad jnstment if reference behad to the several series of diagrammatic views, Figs. 19 to T?) inclusive.

Of these diagrammatic views Figs. 19 to 24 assume the movable eccentrics to be adjusted t bring their axes at approximately one-half the distance from extreme ont ward"eccentricity"inward toward the axis of the shaft 4, and also assume the memberl 19 to be held from rotation and consequent ly holdingV the several floating `gears 1l against rotation about their own axes. Said {loating gears' may, however, gyrate along;` elliptical paths within the circular path of main ,fryrati'on that would be` followed by said floatingr gears were all the ailjaistalale eccentric bearin'gs moved into positions of extreme outward adjust-ment or eccentricity coincident with the non-adjust-able eccentric bearings. 'l

Referringito saiiil Figs. 19 to 2l inclusive.

the pitch line of the outer or barrel gear lil is marked 1Q. The pitch line of one of the floating `ears 11 is represented b v the bearv full line and is marked l1. The circles` 7 and in dot-ted line and light full line rcspectively7 represent, for purposes of description. the outside circles or circumferences of the' transmission members 7 and :10, the member 10 being mounted upon a bearing; of adjustable eccentricity. the member 'T upon a bearing of fixed eccentricity.

Upon the pitch line circle 1l ofthe tient ing Kgear, I have indicated two diametricallv opposite points marked E and 'E' repre seating selected pointsi'of engagement ybetween the teethv of the floating "gear and the internal teeth of the barrel gear l2. rthe Smaller concentric circles near the center of the pitch line l2 represent the paths through which travel the centers or axes a and l) respectively of the fixed and adjustable eccentric transmission members T and l0, the letters e and indicating the positions of said centers in the various diagrams.

The pairs of crossing lines7 one pair in full and the other in dotted lines, represent the grooves at Opposite faces of the floating gear ll, those in full lines representing` the `groove at the upper face of said gear.. and the dotted lines the groove at right angles thereto at the opposite or under face, viewing said figure.

rlhe single solio and dotted lines between the pairs of lines ust referred to represent the tongues upon the transmission menibers that engage the grooves in the Hosting' gear and determine the position of the latter. It will be observed that the pairs of crossing lines terminate with he pitch circle of the floating gear, indicating` that they represent the grooves upon the opposite faces of that gear7 while the single lines representing the single tongues, terminate with the circles 7 and l0, which respectivelji represent the fixed and the adjustable eccentric transmission members upon which said tongues are respeftivclj7 formed.

It will be observed that the circle indicating the circular path through which the center of the adjustable eccentric bearing supporting the transmission member 't0 will pass. is but half the diameter of the circle through which the center a of the unedjustable eccentric hearing of the transmission member 7 will pass when the former is adjusted, as stated7 into mid-position between thatA 0f extreme outer ecceu tricity and a position of concentricity with the axis o? the shaft 4.

ln Fig, 19 it will be noted that the center e of the floating gear 'll and the center or axis of the transmission member 7 of fixed ecceutricitv coincide at the point o, asindicated hv the letters (z 0 placed against said point.

Tf new. assmuiug` the floating gear 1l to be restrained from rotation :about its own artis or center. the main shaft he turned clockwise through l5 degrees the parts dia- .rframmed in l2) will he moved into the j'iositions indicateel by the diagrafim Fig. 2()

wher-ein the center fi of the lined eccentric bearing has been moved to the right into the iosition there marked ft. the position of the center Z) of the adjustable eccentric has also heen moved to the right into the position there marked 7) and the center c of the floating gear ll, which coincides with the cri'issingi point or axis of the right-angled grooves on its opposite faces has assumed a position there marked c, While the engagement between the floating gear 1l and barrel gear l2 at the point E has been broken by the movement of the point E upon the geripherjvr of the floating gear downward and to the right, as indicated, said floating gear being wholly disengaged from the barrel gear.

lf now, the main shaft be turned further clockwise through 4.5 degrees, the parts will ssume the positions indicated in l*1 igure 2l, the floating gear being still out of engagement with the barrel gear.

'Turning the main shaft again clockwise through another degrees will cause the various parts to assume the positions indicated in Figure 22, with the floating gear still out of engagement with the barrel gear,

but approaching` the latter at a point approximately opposite the point of initial engagement assumed in Fig. 19.

Turning the main shaft through still anothel1 l5 degrees, or through an aggregate ot 180 degrees from the starting point. Fig. 19, brings the parts into the positions indicated in F 23 where the point E upon the tioating gear and which lies diametricall)7 opposite the point E of first engagement.r 19. is seen to be in engagement y7th the barrel gear at a point on said barrel that lies opposite for the moment. The point of engagement E of the barrel gear is not however diametricallj7 opposite the point of the barrel gear, although it is opposite in its relation to the device as a whole. The eason it is not at a diametricall)7 opposite point upon the barrel gear l2 is that in moving from the position7 Fig. t9, 'to the position7 Fig. 23, the floating gear ll has moved in a gvratorv path and has conseduentlv imparted to the barrel l`gear with which it was engaged a certain increment of movement in the same clockwise direction before it became firstl comijiletely disengaged therefrom and in the act of reengagement at the point l.

During the period of dise-A gageure-nt, also 'the other floating gears forming` a part of the mechanism, have in like manner interi'nittentlv engaged the same barrel gear and have each contributed their driving movement lo the barrel gear. so that hv the time the point of full eimagement of :mv one floating geur has been transferred from the poiul lfl to the point ll the harrcl gear will have been moved through a sulmtantial distance determined hv the extent. of eccentricitj.' between the fixed and :uljustable eccentric bearings.

ln moving from the position, Fig; l9 to the position Fig. 23. the main shaft has heen turned through one-halt' a rotation only; turning` said aft through a full rotation would cause the parts to assume correspondi' positions in reverse order but in an upward travelling direction at the left of the center ol the sha'lt, as already illustrated in the downward. movement at the right.

In F in. Q41-, I have indicated the changing positions o'lL the points lil and Fr at the top and bottom ot a float-inaa fear in the course o a complete rotation ot the main shaft of the device, said points being;r numbered lill to Iilg'u' and FP2 to E20 for the point lll at the top o'l said ligure, and similarly 'tor the point lil at the bottom ot the figure, and similarly also `lier the center c near the center ot said ligure. and rej'n'esenting the positions assumed by the points ot engagement in the successive Figures I9 to 23 and the corresponding positions in the further upward movement of' the parts during the reinaining.;l halt rotation of the main shaft.'

It will be observed that these two points of engagement lll and lil follow in elect each its own gyratory path, and, having rete mee to points ot engagement between the floating rear and barrel gear, there are in effect at each rotation ot the main shaft two rating; engaging points or two gyratinc' paths of engagement accompanying each rotation oit the main shaft.

The capacity of the mechanism to transmit rotary motion at dilierent speeds will now be understood by referring particularly to Figs. 19 and 20.

In the movements described inv the diagrams, Figs. 19 to 23, I have assumed the adjustable eccentric bearing to have been adjusted into mid-position between its extreme position ot outward eccentricity and coincidence with the aXis of the main shaft so that as said shaft was turned the float-v ing gear `ll was gyrated to the right and be'tore becoming' disengaged 'from the barrel l2 would have moved the latter a distance also to'the richt, ,Q'enerally represented by the distance throinrh which the engaging point E is shown to have be in moved in a line to the right oit its starting; position Fig. i9.

It the adjustable eccentric bearingV had been permitted to remain in its position ot extreme outward eccentricity coincident with the center a ot the fixed eccentric bearinemas shown in Fie's. l0 to i3 inclusive- Iavration ot the floating; gear kto the right or iocltwise would not have discne'an'ed it Ylrom the barrel grcar l2: it would have moved throuirh a complete circle.y which has been tcrmcd the path ol main or maximum gyra tion.. while retaining); continuous engagement with the barrel gear. the point o'li cn- ;Iap'cmcnt shitting/.j around the limiting); .f1-ear as the aviation progressed. The action olt the tivo engaging' surfaceswould then have been a rollin one notwithstandina the tloat in e; `gear itselt1A does not rotate, but merely .fryrates while being' held aejainst rotation. It will be noted that in Figs, 19 to 23, the respective diametral lines remain always parallel to themselves, `since the transmission members and iloating' gears are assumed to be restrained from rotation on their own axes.

As the eccentricity ot the adjustable eccentric is gradually reduced the period ot engaggcment between the floating' gear and the barrel gear correspondingly decreases and the floating` gear ll therefore contributes less and less driving movement to the barrel gear; and as each floating gear thus contributes less and less driving` movement to the barrel gear, the latter will receive, durinp; a complete cycle of travel oit the floating gears, less movement in the aggregate from all thc floating gears, and consequently will be turned at less and less speed duringa complete cycle or rotation as compared with that at which the main shaft is rotated. Thus the speed imparted to the barrel gear may be varied, as compared with that ofthe` main shaft, by varying' the eccentricity of the adjustable eccentric bearings, and so varying the secondary or elliptical paths o't ,cyration ot the floating gears and the resultant lengt-h of the engagement periods between such Igears and the common outer or barrel gear.

wWhen the parts have been adjusted so that the axes oit the adjustable eccentricdbearings are coincident with the axis of the main shaft, no rotative or drivingr movement whatsoever will be imparted to the outer or barrel gear l2, because the elliptical or secondary paths ot gyration will have been flattened to substantially a straight diametral line causing` the Boating` gears to move radially into and directly out ot engagement with the barrel gear without impartingl to the latter any lateral or driving movement whatsoever.

This will be made clear by 'following the diagrammatic Figures to 30 inclusive.

In said figures the same numerals and reiferenee characters indicate the same parts as in F i lcures 19 to 24 inclusive. In Figures 25 to 3() however the adjustable eccentric transmission. member l0 has been adjusted by moving' the center ot its bearing inwardly until it coincides with the centers ot the shaft 4l; and ot the barrel rear l2. The position ot the center ot said movable ec'centric is indicated at 71. `It will be noted that in the present series olz diagrams there is but a sinele small dotted line circle concentric with the shaft and with the barrel `gear l2. namely the circle indicating the circular path through which the center ri. ol said lixed eccentric bearing; travels. The diamo ter of said small concentric circle is of course always the same since said leccentric a is not adjustable.

In Figure 25 it will be observed that the center c o'l` the floating ,qear 1l and the center a of the unadjustable eccentric transmission member '7 coincide as indicated by the letters z 0 placed thereagainst. The floating gear 11 is assumed to be in engagement with the outer or barrel 12 as indicated at the point E.

Assume now that the floating gear restrained from rotation upon its own axis ing from Figure 19 to Figure 20 in the previous series of diagrams. The center a. of the fixed eccentric has moved tothe right into the position there marked c1, the position of the center Z9 of the adjustable eccentric remaining unmoved since it was and remains in coincidence with the center of the shaft. The center c of the floating gear 11, which must always coincide with the crossing point of the ribs upon the fixed and adjustable transmission members respectively, has moved to the position there marked c. lt will be noted that the movement of said center c has been in a straight line which isy a diameter of the gear 12.

In Figure 27 the main shaft has been rotated through a further 45 degrees, the parts assuming the positions there indicated. The floating gear 11 is still out of engagement with the barrel gear 12, the center c of said gear now coinciding with the center of the shaft and of the adjustable transmission member since the crossing of the mutually perpendicular ribs now occurs substantially at the center or axis of the shaft 4.

Continuing the. rotation of the main shaft through another 45 degrees will cause the variousA parts to assume the positions iudicated in Figure 28, with the iioating gear still out of engagement with the barrel gear but approaching the latter at a point diametrically opposite the point'of initial engagement assumed in Figure 25. It will be noted that the path of movement of the center c of said fioating gear continues tobe a straight line passing through the center of the shaft and of the barrel gear.

Turning the main shaft through a still further angle of 45o, making an aggregate of 180 degrees 0r a one-half rot-ation from the starting point, -Figure 25, will bring the parts into the posit-ions indicated in Figure 29 where the point E upon the floating gear and which lies diametrically opposite the point E of said gear is seen to be in engagement with the barrel gear. Said engagement of the point E in this instance occurs at point upon the barrel gear 12 which is diametrically Oppositethe previous point @t engagement of the point E upon said barrel gear. This is so because the floating gear 11 has travelled in a true diametral path out of engagement at the point E and into engagement at the point E. The teeth of the floating gear 11 therefore have no circumferentially effective or driving engagement with the barrel gear which accordingly remains stationary. In progressing through the positions indicated in Figures 25 to 29 inclusive, the main shaft has been turned through one-half a rotation only. Turning said shaft through a further one-half rotation to complete a full rotation would cause the parts to assume corresponding positions in a reverse order, the center a of the fixed eccentric bearing and its transmission member moving upwardly at the left of the center of the shaft as already illustrated in its downward movement at the right.

In Figure 30 the shifting positions of the points E and E at the top and bottom respectively of the iioating gear and also the positions of its center c are indicated through the course of a complete rotation of the main shaft-the parts being adjusted as in Figs. 25 to 29- said points being numbered E25 to E29 and E28 to E2G for the point E and similarly for the points E and c, and representing the positions assumed by said points of the fioating gear in the successive Figures 25 to 29 and the corresponding j positions in the further upward movement of the parts during the last half rotation of the shaft. It will be observed that the paths of travel of said two points are in this adjustment of the parts, straight radial lines, indicating that the floating gears move radially into engagement with the barrel gear and then directly and radially out of engagement therewith without imparting driving vor turning movement to said barrel gear. The capacity of the mechanism to transmit rotary motion at zero speed with the speed of the main drive shaft remaining constant, will thus be apparent from said Figures 25 to 30; in other words the parts may be adjusted, as described` so that no motion at all is imparted to the barrel gear constituting tbe driven element.

Referring now to Figures 31 to 36, in said figures the center of the adjustable eccentric bearing has been adjusted still further in the same direction in which it was moved in changing its position from 'that shown in Figure 19 to that shown in Figure 25. In Figures 31 to 36 the adjustment has carried the center b across and below the center of the main shaft until it is positioned eccentrically of said shaft by a distance equal to one-half the eccentricity of the center a of the fixed eccentric bearing, but said two centers c and 7) now lie upon. opposite sides of the center of the main shaft 4. The positions ,ofthe parts illustrated in said iigures arecthus similar to those shown in vlFi gs.l4 to i8.

In the series ot diagrams now under consideration the various parts are marked in the saine manner as lin the previous diagrams and in the successive vfigures the main shaft has also'been assumed vtohave been rotated through successive angles Iof 44 54 degrees, also in Figures 19 to 30 already described and in the same or clockwise direction. As in saidprevious diagrams, the floating gear ll `is still assumed to lbe restrained from rotation upon its own axis.

will be noted that in the three series of diagrams so far considered, namely Figures 19 to 24, Figures 425. to tlandFigures 3l tp, the diagrams in vertical alignment assume the same .extent oit rotation ot' the main shaft, and alsothat in diagram lying in lthe same vertical row, the position of the fixed eccentricbearing and its center a is the same.

Passing to the right in Figures Sl to '36, it will be observed that the points vEand E of the-floating gear ll move downwardly, but to the left, in a manner exactly thereverse ot the successive positions of said points shown in Figures 19 to 23. Onlya onehalf rotation ol .the shaft always in clockwise direction, has been illustrated in saidligures but it will be understood that a succeeding half rotation ot said shaft will carry the parts through correspondinglpositions in reverse order but in an upwardly travelling direction at theright ot thc center of the shaft. l

The successive positions ot the points E and E at the top and bottom oit the iloating gear and ot its center c are indicated' in Figure 36, said figure showing the positions ot said points during the course ota complete rotation of the main sha-tt. Said points are numbered 'Eg1 to E35 and E34 to E32 for the point E `and correspondingly for the point E and center c. t will be noted that said two points of engagement E'and E, as was the case in Figures 19 to 24, follow in effect each its gyratory path whereby, having reference to points of engagement between the floating gear and the barrel gear, there are in effect two gyrating engaging points or two gyratory'l paths of engagement at each rotation of the main shaft. In Figures 3l to 36 however the direction in which said points E and E travel along said paths is counterclockwise or the reverse ot the direction of rotation of the main shaft and also ,the reverse of the direction of travel of said points in igures L9 -to 24. Accordingly the barrel gear 12 `receives a rotation in a counterclockwise direction thus illustrating the capacity of the mechanism to transmit rotary motionk in a direction the reverse of that of the driving element. The. speed of said rotation, las'iv'ill be apparent from Ya comparison ot the various diagrams, is .dependent uponfthe extent of eccentricity of the adjustable transmission member .10. lilith the `floating gears .restrained ,from rotation upon their own axes and with the center I) oit said adjustable transmission vmember moved to a position at the :opposite side of the center of the main shaft from the position occupied by the center a of the fixed transmission member, the rotation imparted :to the barrel gear constituting the driven element is in a direction the reverse or' that of the mainshatt ln the three seriesvot diagrams already described, namely Figures 19 to 36 inchisive, the transmission members 7 and l0 and floating gear 1l were assunjied to vbe held againsturotation'upon .their-own axes by means of the member 19 Ywhich was in that instance presumed to .be prevented from rotation as'by the rack 36and acc0rdingly restrained the various `floating gears and intervening transmission members 7 and l connected therewith. Referring now more particularly to the group ot' .figures numbered 37 to 54, it will'be notedthat said figures are arranged inthree horizontal yrows or series, comprising respectively, Figures 37 to 42, Figures 43'to 48 and Figures 4-9 to 54.

In the Firstvseries of said group 'on .Sheet oi the drawings the adjustable eccentric bearing is assumed to `be ypositioned A[with its `renter oiiiset from the center of Vthe main shaft 4 by a distance equal -to enel-half the eccentricity ot `the fixed eccentric bearing and offset to the same side of the .shaft precisely in the manner as assumed in Figures 19 to 24., In the present instance however the tivo eccentric straps or transmission members 7 and l0 instead of being preventcd trom'rotating are assumcdto be rotated cach about its own center through the medium of the direct lgear train including gears and 3l already described and whereby said. eccentrics are rotated in the same direction as the main shatt and at a speed assumed to be one-hal-f that of said shaft.

yThe successive diagrams of the series, fFigures to 4l, represent as in the previous series of diagrams successive rotations of the main shaft always in a` clockwise direction through angles of degrees, butin addition to such rotation of the main shaft each eccentric strap or transmission. member in the successive figures has 'been rotated through 222, degrees of s of a rotation, upon its own .axis and in the same direction in which the main shaft is rotated. The center c of the floating gear, which is always determined by the crossing point of thel ribs upon the transmission members at opposite sides thereof, ,assumes successively the PGStOHS' indicated in the successive Figures 37 to 41, illustrating the relative positions of the parts through a one-half rotation of the main shaft and a one-fourth rotation of the transmission members upon their respective axes. It will be noted that the point E at Which the floating gear is assumed to be in engagement vvith the barrel gear as shown in Figure 37, has in Figure 41 moved through a one-fourth rotation With respect to the center of said floating gear, and also that no other point upon said gear has entered into engagement with the barrel gear during the course of the half rotation of the main shaft illustrated in Figs. 37 to 41. The same is true during the succeeding half-rotation of the shaft. In other Words there is but a single yengagement of any one floating gear with the barrel gear 12 during a full rotation of the main shaft and the same point E and E upon the floating gear engages only once in tivo full rotations of the main shaft. However, the distance through which the driven element or barrel gea-r has been moved during that period is greater than that imparted thereto during a like period With the floating gear restrained from rotation as in Figs. 19 to 24. It Will be noted in Fig. 38 that the point E upon the floating gear has only just become disengaged from the outer gear, the period of enga-ga ment of said point having been several times longer for the same angular rotation of the shaft 4 than it Was in Figs. 19 to 24; (com-- pare particularly Figs. 2() and 28).

Accordingly it will be understood that the transmitted rotary movement received by the barrel gear in the same angular interval of rotation of the main shaft 4 is in Figs. 37 to 42 substantially longer or is at a substantially increased speed over that; received during a like interval in Figs. 19 to 24. This is true in spite of the fact thatl there are fewer engagements of each floating gear with the barrel gear during a single rotation of the main shaft because each engagement is much longer and therefore imparts a correspondingly longer rotary movement and at a resulting higher speed to the barrel gear.

'In Fig. 42 are illustrated the successive positions of the points E and E and also of the center c of the floating gear during one complete rotation of the main shaft, the position of point E being marked E37 to E41 for the first half rotation and F40 to F37 for the next half rotation and the. positions of the point E of the center c during the same periods being similarly marked, the numbers corresponding to the ordinals of the diagrammatic figures. In said Figure 42 it Will be Seen that the point E upon the floating gear at the end of a conrplete rotation of the main shaftis posiv ticned .diametrically opposite its initial posi-` tion shown in Fig. 37 but is still out of engagement with the barrel gear. At the same time the point E has entered into engagement with the barrel gear as indicated at EST.

Referring noyv to the series of diagrams constituting Figs. 43 to 48 inclusive the parts are therein assumed to have been adjusted into the same relative positions as in the diagrammatic Figs. to 3() inclusive. That the adjustable eccentric bearing has been moved inwardly until its center Z) coincides with the center of the main shaft. lVhile in Figs. 25 to 30 the transmission members and floating gear vvere restrained from rotation upon their ovvn axes, in Figs. 43 to 43 said members are assumed to be rotating each about its own center and in the same direction as the rotation of the main shaft but at one-half the speed of the latter, as Was assumed in connection with Figs. 37 to 42. v

Rotation of the main shaft in a clockwise direction through successive angles of 45O -vill now bring the parts into the positions illustrated in the successive Figs. 43 to 47. The corresponding parts are indicated by the same characters as in the previously described figures It will be observed that the point E upon the floating gear moves in a path generally similar to that in which it traveled in Figs. 37 to 42 and in the same, and clockwise, direction whereby rotation also in a clockwise direction is imparted to the barrel gear. The successive positions of the points E and E and also of the center c of the floating gear itself during a full rotation of the shaft and With the adjustment of the parts as last assumed are shown in Fig. 48. In this instance, however, the length of travel or speed of rotation of the barrel gear is less than that imparted to it in Figures 37 to 42 for the same angular movement of the main shaft 4.

A comparison of Figs. 38 and 44 Will show that the length of the engagement of the point E with the barrel gear is ap-V preciably less in Fig. 44 with a consequent reduction in the travel and speed received by the outer or barrel gear. This result may also be observed from a comparison of Figs. 43 and 44 With Figs. 19, 20 and 25, 26 respectively. In Fig. 44 the bodily movement Which would be received by the floating gear Were it restrained from rotationupon its ovvn axis would be in a straight line as in Fig. 26 and would therefore contribute no effective driving action. In Fig. 4l the rotary motion imparted to the barrel gear results primarily from the rotation of the floating gear upon its own axis rather than from the bodily gyratory movement thereof and is consequently less than the motion imparted to the barrel gear in Fig. wherein said gear receives a turning movement which is the result of the .rotation of the floating gear upon itsown axis and also oi the bodily ,gyratory movement of the floating gear similar to that illustrated in Fig. 2() and which it would receive were it `prevented from rotating.

Turning now to Figs.' 49 to 54 the parts are therein assumed to be in the same relative positions of adjustment in Figs. 31 to 36; that is, the adjustable transmission member l0 has been moved still further and across the center of the main shaft until its own center b is eccentrically positioned at a distance equal to one-half the eccentricity of the fixed transmission member 7 but at the opposite side of the axis of the main shaft. In the present series of diagrams said transmission members are also lassumed to be receiving :rotation `about their own respective centers and in the same direction Vas that of the main shaft and at one-half the speed of the latter, said rotation being produced through a direct trainof gearing such as gears 30, 8l and the member 19. The j aoeitions of the parts during successive rotations of the main sha-tt through angles yof 415 and under the conditions assumed, are shown in Figs. 49 to 53, while in Fig. 54 are shown the positions assumed by the points E and E and also by the center c of the iioating .gear during a complete rotation in a `clockwise direction of the main shaft.

In. said figures it will be observed that the points E and E still travel in a clockwise direction and consequentlyv impart rotation to the barrel gear in the same direction. The speed of said imparted rotation, however, is 'now less than in the series of diagrams just 'previously considered, viz, Figs. 43 to 48. Said reduction in speed results from the 4fact that the length of the engagement. of said points E and E with the barrel gea-r is now still vsmaller as willbe apparent from a comparison of Fig. 50 with Fig. 44; just above the same.

A comparison of the three series of diagrams last described and constituting the three horizontal rows of figures on Sheet 5 will make clear the capacity of the mechan ism to impart rotary movement at variable speeds to the driven element or lbarrel gear l2, which speeds are diiierent from the speeds received by said barrel gear 'in the three series oi' diagrams, Figs. 19 to 36 inclusive. V'Vith the parts in the same positions of relative adjustment but with the transmission members on the one hand restrained from rotation about their own centers and yon the .other hand with said members rotated lupon their own centers in the same direction as the rotation `ot the main shaft 'and at .one-half its speed, the speed of the rotary motion transmitted `is greater in the lastinstance.

Referring `new more particularly 'to the three `series .ofdiagrams found on Sheet `t of the `dra-wings and comprising respectively,

Figs. to 60; Figs. 151 to 66 and Figs. 67 to 72., the adjusted positions of the parts therein are the same as in corresponding series on the two previous sheets. In Figs. to 72, however, the eccentric transmission members and the floating gears between the same are assumed to be rotated :each about its own center rbut in a direction the reverse of the rotation of the main shaft and at a speed still assumed to be one-half that ot said shaft. That is, during a rotation of the main shaft in a clockwise direction through 450 or a Jo.- rotation each ci `the transmission members is rotated about its Aown center in a counterclockwise direction through an angle of 222i" or a fg rotation. Said reverse rotation of the transmission members is obtained by rotation of the member 1.9 through the reverse gear train which. includes the gears 32, 33 and 34.

Having reference particularly to Figs. 55 to 60, in which :the corresponding parts are similarly indica-ted as in the previous figures it will be observed that the points E and E upon the floating gear now move in a vgeneral direction which is counterclockwise. Consequently the outer 'or barrel gear l2 yreceives a resultant rotation which is .also in a counterelockwise direction and `reverse to the `direction of rotation of the main shaft. Figs. 55 to 59 show only a one-half rotation of .the main shaft and in Fig. I have indicated the positions assumed by the points .E and E and .also by the center c ot` the floating gear during a full rotation. Under the conditions assumed said points have more than a single engagement with the barrel gear during one rotation ot' the shaft, which engagements are of a compa-ri tively `short length as will be clear from a comparison o' Figs. 55 Vand 56 and also as is well shown in Fig. 60.

In Figs. 6l to 66 the transmission mcmbers are again assumed tobe rotated about their own centers in a counterclockwise direction and at the same speed as Figs. 55 `to 60 but the adjustable member l() has been adjusted downwardly until its center is in coincidence with the center of the shaft 1l. In said figures the movement of the points E and Eis again in a eounterclockwisc direction and in a `path generally similar to the path of movement of said points in Figs. 55 to 60. The number of engagements is also the same in the `present series of figures but the length of said engagements is greater than .in Figs. 55 to 60. This is clear from inspection of Fig. 62 as compared with Fig. 56. Consequently the resultant counterclockwise rotation imparted to the barrel gear `during the same angular movement of the main shaft is at greater speed than with the 'parts adjustedas in Figs. 55 to 60.

lll)

In the series of diagrams across the bottom of Sheet 6, Figs. 67 to 72, the center of the adjustable eccentric bearing has been moved across and to the opposite side of the center of the main shaft to a distance equal to one-half the eccentricity of the fixed eccentric bearing precisely as in the series of diagrams constituting Figs. 31 to 36 and also Figs. 49 to 54. In Figs. 67 to 71 the posin tions of the parts during four successive rotations or an aggregate half rotation of the main shaft are indicated, while in Fig. 72 I have shown the positions of the points E and F. and of the center e' of the fioating gear at successive rotations throughout a complete rotation of the main shaft. It will be noted that the points E and E again travel in a counterclockwise direction and consequently rotate the barrel gear in a counterclockwise direction but at a greater speed than the series of diagrams last above described, viz, Figs. 6l to 66, since the length of the respective engagements for like intervals has been further increased. rfhis will be clear from a comparison of Figs. 68 and 62.

Stating the matter differently, with the parts in the positions of adjustment assumed in Figs. 67 to 72 and with the 'transmission members rotated in a countercloclrwise direction the bodily gyratory movement of the floating gear as in Figs. 31 to 86 and the rotation of said floating gear upon its own center are both in the same, that is, counterclockwise direction and accordinglj7 supplement each other with a resulting compara` tively high speed of rotation imparted to the barrel gear and also in a countercloclzwise direction and consequently in a direction the reverse of the rotation of the main shaft.

lith the parts in the position of adj ust ment assumed in Figs. 61 to 66 the rotation imparted to the driven barrel gear is also in a countercloclrwise direction but at a less speed than in Figs. 67 to 72 because with the parts adjusted as in said Figures 61 to 66, the floating gear would have no bodily gyratory movement Awere it restrained from rotation, or rather would move merely in a radial line as in Figs. 25 to 30, and the effective driving movement of said gear is produced primarily by its rotation in a counterclockwise direction about its own center. That is, there is little or no drivingly effective gyratory movement of the floating gear either to supplement or neutralize the rotative movement of said gear upon its own center.

Again, with the parts in the positions of adjustment assumed in Figs. to 60 the rotation received by the driven barrel gear also in a counterclockwise direction but is still less than in Figs, 61 and 66 because the bodily gyratory movement which wouldA be received by the floating gear were it prethe greater the number of vented from rotating, as was assumed in Figs. 19 to 211, would be in a clockwise direction While the rotation of said floating gear at the assumed speed about its own center would be in a countercloc'kwise direction and therefore said two movements counteract or tend to neutralize each other but with a resultant driving movement in a counterclockwise direction.

Obviously my mechanism is not restricted to rotation of the transmission members at one-half the speed of the main shaft as has been assumed for convenience in describing the foregoing diagrammatic figures. The selected speed of rotation imparted to said transmission members may be such that with a given speed of rotation of the main shaft 21nd with the parts adjusted as assumed in nigs. 55 to 60, the counterclockwise rotation of said members would exactly offset or neutralize any driving effect of the floating gear due to its bodily gyration in a clockwise direction, with the result that no speed would be imparted to the barrel gear. In the same manner in Figs. 49 to 54 the driving eect of the floating gears due to rotation about their own-centers in a clockwise. direction might precisely offset the driving effect of said floating gears due to their gyration in a counterclockwise direction, again with a resultant zero rotation of the barrel gear l2.

Thus the mechanism is capable of imparting rotary motion to the driven element in either direction from zero up to the maXimum, said variations being effected in two entirely independent manners, viz, by adjust-ment of the variable eccentric into' positions of greater or less eccentricity, and also by rotating the floating gears upon their own centers in one or the opposite direction and at different speeds.

IVith the floating gears restrained from rotation, as assumed in Figs. 19 to 36 inclusive, tlie number of steps or changes through which the speed can be varied herein between the maximum resulting from continuous engagement of the floating gears and a minimum where the adjustable eccentric bearings are aligned with the main shaft, depends upon the character of the engaging surfaces respectively upon the barrel gear and the several floating gears; if the engaging surfaces be toothed as here shown, the number of changes or steps would be determined by tlie coarseness of the teeth, because obviously an adjustment could then only be made in steps represented by the pitch of the teeth, and the smaller the teeth steps and the finer the gradations in passing from one range of speeds to another. Obviously this gradation may be made as refined as desired by reducing the size and increasing the number of teeth.

In the device illustrated herein the driving belt is applied to the driving pulley 2, which, with its shaft l and eccentric bearings G and 9, transmit rotary motion to and through the other parts of the device, hence said driving pulley, its shaft and eccentric bearings may together be considered as the driving element, or any one of them might be so considered, upon the understanding that the effective axis of the driving element is that from which motion is transmitted to the eccentric straps or transmission members 7 and l0 and the gears 1l. Said effective axis is a resultant of the fixed eccentricity of the strap 7 and the yadjustable eccentricity of the strap 1'() as heretofore described, and is variable according to the adjustment of the eccentric bearing 9. In other words, the effective axis of the driving member or group of members constituting what I have herein referred to as the driving element of the device, is the gyrating axis of the floating transmission gear or gears 11, the path of said gyrating movement being variable by the relative adjustment of the axes of the eccentric bea-rings '6 and 9.

In the device illustrated, power is taken from th-e barrel l2 or from the gear 2O at one end thereof, which barrel and gear, together or separately may be considered the driven element ofthe dev-ice.' Said adjustable eccentric bearings 9 constitute an effective movement-imposing portion of the driving element which portion is adjustable relatively to said driven element into positions of Greater or less eccentricity.

peratively interposed between the driving and driven elements are the groups of transmission members or eccentric straps 7 and l0 yand the gears l1 positioned and operated by them and which serve to transmit motion and power from the driving element to 'the driven element. Each transmission gear 11k andthe eccentric straps 7 and l0 which position it and move it, may conveniently be termed a driving unit for transmitting mUt-ion from the driving to the driven elements. These driving units-in Whichone or both of the eccentric straps corresponding 'to 7 and 10 may be common to two driving units in a sense that they may be common to the gears 11 at their opposite sides-are distributed about the axes of the driving and driven elements and are operatively connected with one of said elements, herein. the driving element, in a crank-like manner, that is to say, as the driving pulley f2` is rotated it causes the eccentric driving members to operate the driving units in the manner of a crank, as contrasted with 'a toggl'e or other action, said crank furnishing the connection between said driving element and the driving unit or units.

With the eccentric bearings 9 adjusted centricity, the outer end of each driving unit, where the gear l1 engages the internal teeth of the barrel 12, makes intermittent engagement with said barrel and the points of such intermittent. engagement change or are ad justable around the pitch line circle or circumference of said barrel l2 since at each succeeding engagement said gear 11 engages a new tooth or teeth more or less removed from that or those previously engaged, the points of engagement progressing around the said barrel gear or driven member in steps determined as to the period, spacing, or rapidity of engagement according to the extent of relative eccentricity of the above mentioned movement-imposing lportion of the driving element and the driven element.

In engaging with and disengaging from said barrel gear each driving unit ap* proaches and reccdes from said elen-ient in a rolling manner, that is to say, the action is such that the two members, so to speak, roll together and away from each other; not only is the action of meeting and receding thereby made easy and susceptible of ready and effective guiding, but the period of effective normal driving contact or engagement between the saine may thereby be prolonged. Such engagement and disengagement of the effective driving parts relieves the same of unnecessary frictional or driving engagement between successive points of intermittent engagement and renders also adjustment of the transmission from one to another speed more easy, mechanical and efficient. Thus, while the engagement is intermittent, it varies in duration accord ing to the extent of said relative eccentricity above described and according to the va riation of transmission obtained thereby or therefrom.

An important characteristic of the transmission device described is that the driving action or thrust of the driving unit to and upon the driven element is in a line normal to the abutment or thrust-receiving face or formation on the driven element with which it is'engaged during the driving period; in the present instance that abutment face is the effective face of the internal tooth on the driven element with which the driving unit, for the time being, is engaged, An arrangement, that permits the driving thrust to be delivered upon the abutment face of the driven element in a line normal or sub stantially normal to said face, renders the device positive in its action and free from heat generating conditions that characterize an ordinary clutch or gripping arrangement for delivering a driving thrust from the driving unit to the driven member.

If the driving thrust be exerted in a direction not normal to the abutment face of `the engaged element, the moment the angle of repose at either side a line truly normal to lit) 

